Dump truck



May 17, 1927. l 1,628,907

G. R. PENNIINGTON DUMP TRUCK Filed June 30. 1924 '5 Sheets-#Sheet 2 May 17 1927 G. R. PENNINGTON DUMP TRUCK Filed June 30, 1924 3 SheetsfSheet 5 /NVE/v we l `v 'Patented May 17, 1927.

' f UNITED STATES PATENT oFFicE.

GrORDOlIIR.. IPENNINGT WORKS COMPANY, OF

ON, OF CLEVELAND,

CLEVELAND, OHIO,

OHIO, ASSIGNR T0 THE VAN DORN IRON A CORPORATION 0I?l OHIO.

DUMP TRUCK.

Application led .Tune 30, 1924. Serial No.) 723,077.

The invention relates to a hoisting mechanism especially adapted for elevating and lowering the bodies of dump trucks.

)ne object of the invention is the produc- 5 tion ot a hoisting mechanism for dump trucks and the 4like in which lthe working stresses are so minimized and so applied to the parts thatthe mechanism can be made relatively light in weight, and at theL saine time amply strong, and in operation.

Another duction ot' that is compact and so to the essentialparts ot the reliable and effective object of the invention is the proa hoisting mechanism for trucks disposed in relation truck as not'to decrease the road clearance of the truck and also so disposed would otherwise as to occupy space that be unused and that, there fore, does not decrease the carrying capacity of a truck of given dimensions.

A further object of the invention is the production ,of a hoisting mechanism ot' the character specified which has Van effective lifting leverage that is substantially constant for all positions of the truck body as it is lii'tedfrom its normal position to its dumping position.

Another production object .of the invention is the Aoi a hoisting mechanism Jfor dumping trucks that can be produced at moderate cost. y

Other obyects more or less o theforegoing and a preferredt ancillary t manner `of .i appear in nection with carrying'out the invention will the following description in conthe accompanying drawings.

lit the drawings, F ig. 1 is a side elevation of the rear part of the= chassis Jframe and the dump body of altruck with my improved hoisting mechanism'applied thereto,

vated or dumping position of the truck body being indicated by dot and dash lines.

Fig. 2 is Fig. 1. Fig. Fig. '4 is Vmechanism an enlarged plan' view of the hoist with .certain parts partially 'a section on lthe broken line-2 2,

a section onlinelipFig. 2. .if

broken away 'and shown in section.

Fig. 5 is -an-'enlarged section on i ff-5, Fig.. 2, showing the hoisting mechanism iin side elevation.

6 is an enlarged fragmentary view he connectionof the hoisting Fig. 7

incidental or fward on its pivotal support.

the line `crosshead in horizontal section, Abeing taken` on the line 6-6,

plunger and the section Fig 7 is an enlarged fragmentary sectional view of the saine part, the section being taken on the line 7-'7, Fig. 6.

.Referring in detail 'to'.the construction lillustrated, 1 and 2 are the side bars of the main'or-chassis frame of a motor truck, the middle and rear parts only of said frame being shown in the drawings. These side bars are connected by suitable crossebars or braces such as 3, 4 and 5. 6 is a portion of the -drivers cab; the major part of vit being broken away.

` A pivotally mounted truck body 7 'rests upon and is secured to a supporting frame designated in its entirety by 8.A This'supporting frame comprises the longitudinal by brackets 11, 1l carried by frame bars 1 and 2. f

The foregoing truck chassis land body parts are of ordinary construction and constituteno part of the present invention, which relates to' the improved hoisting mechanism for swinging the truck body up The hoisting mechanism referred to is of the screw-actuated plunger type. It com'-v piisesan elongated tubular plungerguide 12isupported by the chassis frame. The rear end of guide 12 is fitted with a crossbar c stl 13 which has opposite tubular sockets 13, in which are xedly'secured stud shafts 14, .the Y vby bearing brackets 15 secured to .the chassis outer ends of which are supported frame bars 1' and 2.A The fc'asting v13de sev-- cured o'iiftlie guide tube 12 by the-annular head liwhich is threaded on the tube l1' 2 and.

secured 'in position by a set screw 17.

On theiront end f theguide tube is.;n

serves toclainpzthe castingl againstfasuit- -V vatie shoulder 011th@ mbe.- The'hd o16 isf y.fitteda tubular partei a' transmission'gea'l-"f land al series of balls 24d.

casing 18. The casing 18 is held against turning on the guide tube 12 by key 19 and is secured against endwise movement by an annular bearing member 20 which is threaded on the end of the guide tube 12 and locked in an adjusted position by lock 2l. The gear casing 18 rests upon and is secured to the transverse frame bar 4 of the chassis frame and thus affords support for the front end of the guide tube l2 and associated parts.

Within the guide 12, is mounted an elongated tubular plunger designated in its entirety by 22. rlhisl plunger' comprises a tube 22Q which fits and slidably engages the aperture in guide head 16, the latter being preferably provided with a packing box 16a. The rear end of the plunger is fitted with a cap 22" which is secured in the tube 22 by pins 22c or the like. ln the front end of the plunger tube is mounted an elongated nut 22d which is secured to the tube by crosspins 22e or the like. The nut 22d is formed near its front end with an annular flange which is embraced by a slit ring 222 this ring being secured'on the fiange by a spring 22g in a well known manner. The ring 22f.. slidably engages the inner wall of thc guide tube l2. -A

An elongated screw 23 telescopes within the plunger 22 and has thread engagement with its nut 22d. The front end of the screw is supported in a bearing sleeve 20a of the bearing number 2O and adjacent said bearing sleeve is an anti-friction thrust bearing 24 comprising a ball race 2sta which snugly` tits the screw shaft and abuts against the shoulder thereon, a second ball race 24h which loosely surrounds the screw shaft, a ring 24cvwhich engages the race 24" on one side and the bearing member 2O on the other, The race .21bf and the ring 24. have their inutually engaged surfaces` spherical in form and as neither of these members engage the screw shaft, the thrust bearing is permitted to float laterally withv the screw shaft and is selfalining.. Y Any suitable form of mechanism can be provided for rotating the screw 23 in so far as the present invention is concerned. `its shown, the front end of the screw shaft 1s fitted with a large spur gear 25' which meshes with and is driven' by a pinion 2G loosely mounted on a lay shaft 27 rotatably supported in the transmission gear casing 18. A second pinion 28 is loosely mounted onA shaft 27 and meshes with a pinion on the usual reversing shaft (below shaft 27 and not shown) and said/reversing shaftcarries -another pinion which meshes with gear 25 in the usual manner. 'Between the pinions 26 and 28 is a clutch, 29, slidably splinedon shaft 27 so asI te move'into clutching engagementy with either of the said pinions. The

r clutch' 29 is connected to and actuated by a shaft 30 slidably mounted in the casing 18. This shaft 30 can 'be actuated manually by a train of-leverandlink connections 31 extending-to a point conveniently adjacent the drivers seat and can also be actuated automatically by a lever 32 which is'mountcd in.

the casing 18 wlth one end connected to shaft 30 and its other end connected to an elongated bar 33 which is disposed between the guide'12 and the plunger 22. The rear end 33x1 of the rod 33 -is bent over so as to be engaged by ring 22" when it Areaches the extreme rearward position of its movement.

with the plunger thus causing the movement of the lever 32, and the lever is directly engaged by the ring 222 when the latter reaches the extreme forward position of its movement with the plunger, thus moving the lever 32 in the opposite direction.

The shaft 27 of the transn'iission gearing can be actuated in any suitable manner, and in the construction illustrated is driven by a sprocket-chain 34 w ii'ch in turn is driven by a shaft 35 that is designed to connect with and be driven by the main transmission gearing (notshown) of the truck. c

The movement of the hoisting plunger 22 is transmitted to a slide or crosshead 3o' which, as shown, is in the -fOrm of a pair of heavy hars or plates 36a which are secured in parallel spaced relation 'by .trunnion blocks 36h that are secured between the respective, ends of the plates 36 by bolts 36"'.

The crosshead is operatively connectedat its center to the rear end of the plunger by 'a connection designated in its entirety'by 37.

This connection7 which is of peculiar form and constitutes an important part of my invention, comprises a member 37 which has its front end flared upward and downward to slidably engage the laterally extending tlovetail ,slot 22"*in the rear end of the plunger. Therearfend of the connecting,

lnen'iber 37a is formed with upper and lower semi-cylindrical extensions 3'7. A complementary member- 37b is also formed with semi-cylindrical upper and lower extensions 37b', similar to extensions 37"" except that they are shorter, measured vertically, and between the connecting members 37a and 37b are arranged a plurality of large antifriction balls 37c which are preferably held in spaced relations by rings 37d. 'lhe parts 37a and 37b are secured in assembled relation by means of sheet metal cups 37e which fit within circulanapertures in` the cross head plates 36a. The cups 37e have liangcd edges to engage the inner sides of the cross-l head bars 36a, coil ,springs ,37f preferably being interposed between the `cups and the anti-friction balls so as to yieldingly hold the respective parts in suitable contact with.

each other. The adjacent faces of the connector parts 37, 371? 'are for1ned with mating grooves to receiving suitable packmg cords llo ` which is eccentric to the axis 37 g which serve to 'exclude the dust from the anti-friction balls and, if desired, to retain grease or oil within the cavity.

The trunnion blocks 36b carry Ianti-friction rollers 361 which are designed to engage the under sides of vhorizontally disposed guide bars 38, the front ends of which are secured by U-bolts 39 or the like to the stud shafts 14 while the rear ends thereof are secured to the transverse bar 9.- Near their front ends the guide bars 38 are fitted with brackets 40 whlch are adapted to support the crosshead 36 when it is in its forward or retracted position. A 1 At each ride of the crossarm casting. 13 there is rotatably lmounted on the stud shaft 14 a combined sheave and crank-arm structure designated in its entirety by 41. Each ot these two structures, which are similar except for their'right and left hand formation, is preferably formed in two -parts 42 and 43 rigidly connected together by bolts (not shown). The part 42 is formed with a hub section 42L and a grooved periphery of the hub. he outer end of the part 43 carries a studi bolt or crank pin 44 which is connected by means of a bentlink 45 to the bottom of the truck body structure as shown. The bottom of the truck body carries a trans/verse channel bar 46 which in turn carries brackets 47 to which the link 45 is pivotally connected by bolts or pins 48. The combined sheave and crankarm structure i.; operatively con nected to the crosshead 36 bymeans'of a' flexible steel cable 49 which extends lengthwise` along the crosshead 36 and passes through slots in the ltr'unnion blocks 36"- to 'lll i mechanism,

lnes'an I'Fig.

.which the cable is anchored by screws 50. The cable .lots inthe blocks 36b are .open on the lower sides ot the blocks to receive the cable when the parts lare assembled. From the ends or' the crosshead the cable ends extend lo and around the grooved peripliery of the sheave sections of the -two ends of the cable being structures 42, the

42."v of said .suitably anchored in sockets structures. l v

In the operation of my improved hoisting when it is desired to elevate the truck body 7`to dumping position, the driver has only to move the hand lever 31 and thereby throw the clutch 29 in to engagement with N through the intermediae transmission 'gears (not shown), rotates the gear 25 andthus carnes' rotationv 23 ina'direction toforce the lunger carries plunger 22 rearward andthe movement of with it the crosshead 36. Suc

the'cro'sshead is transmitted-by the cable 49 to .thecombined sheave and crankarm strucrotation of, the latter from indicated-by dot and dash 'connecting member 37 and arms is transmitted by the links 45' to the truck body, as will readily be understood. As the plunger 22 nears the end of its outward movement the ring 22t on the forward end of the'plunger comes into engagement with the rear end 33a of the rod 33 and moves the latter endwise so as to disengage the clutch 29 from the pinion 28 and thereby automatically stop the hoist.

To lower the truck bodyv after dumping,

the driver moves the lever 31 in the opposite direction, thereby causing the clutch 29 to engage pinion 26 which meshesdirectly with l the gear 25 and the hoist screw 23' is Ithen rotated 1n the reverse direction to retract the plunger 22. As the plunger nears the end of its latter' movement, it'directly enrages the clutch lever 32 to disengage the c utch and stop the hoist automatically.

In the rearward movement of the plunger to lift the truckbody the leverage with which the poweris applied i3 maintained substantially constant, notwithstanding the changin angular relations of the crankarms and 1in rs, because of the eccentric arrangement of the sheaves.y In other words, this eccentric arrangement compensates for the changlng leverage otl the crank and linkv mechanism. From an inspection bf Fig. 1 it will be noted that there is always a slight upward resultant force on the crosshead 36 and consequently its anti-friction guide rollers 36*l are held in contact with the under-sides,

of the guide rails 38. The ,short supprtnecting member 37l is free to Slide horizontally relative to theend of the plunger cap 22b and to slide vertically relative to the crosshead 36. Therefore, notwithtanding war-page or straining of the chassis frame on which the plunger guide'12 and the 'cross- `its guide'oron the crosshead or.. on te'con nections between the plunger tand'crosshead. As the chassis. frame i's subject to warpage' o r distortion-in, vertical planesl to a greater extent than in'trans'verse planes, the freedom for relative vertical-movement the crosshead is anti-friction member A37?l ucc t-hefrc-l es eciallyv important and the. b ls '37 between the connectm andthe member 37 serve to] rev 'head guides 38 ,are mounted, the 'thrust off ica between .the

crosshead, insure; equalized transmission of` the lifting force from the crosshea'd through the cable to the sheave'and crank devices.

By reason of the special flexible connection which -is effected between the hoist plunger' and the cioshead and the resultant freedom from latei'al bending stresses on the crosshead, plunger, guide and screw, these parti can be made relativelyv light in weight and still be amply strong to sustain the axial oi' longitudinal stresses requisite for `elevating the loaded truck body. .ln this connec-v tion it will be noted, furthermore, thatthe mounting ot' the thrust bearing 2t of the lioi'st screwmakes the lat-ter free to align itself with its main supporting bearing Q, thus further eliminating any undue lateral stresses on the screw` and associated parts.

'lhus if wear occurs ii the main bearing 20a, the thrust bearing readily accommodate itself to the changed position of the screw shaft, and under all conditittn'i bearing 20 sustains only radial loads and bearing 24 sustains only thrust loads.

The eccentric arrangement ofV the sheaves so as to compensate forloss of leverage in the crankarmi obviates any undue increase in tlie'stresses in the screw and plunger mechanism of the hoist, and this, too, favors a relatively light form of construction.

As will be readily understood, the relatively light screw, plunger struction, as above described, can be produced at lower cost than wbuld be possible in the case ofa heavier plunger mechanism adapted to sustain severel lateral bending stresses and the heavier load of the plunger.

mechanism which would result if the effective leverage 4of the mechanism were ynot made substantially uniform.

Obviously, the hoist mechanism is highly compact vertically, is adifapted to occupy .space in the chassis'frame vnot required for the regularI- truck parts, and does ynot de-- crease the road clearances of the truck.

and guide con-4 While I have set forth above the preferred embodiment of the invention, it is to be understood that there can bewide variation from the construction disclosed without departing from the invention, the scope of which is indicated by the appended claims.

`lVhat I claim is l. In a hoisting mechanism for elevating the pivotallyv mounted body of a dump truck, the combination of .an elongated plunger; a guide therefor adapted to be mounted on the chassis frame of the truck; means for moving' the plunger on its guide; and means adapted to operatively connect the plunger to the truck body comprising a crosshead, a

guide for said crossliead adapted to be mounted on the said chassis frame, and connecting means between the plunger and ci'osshead adapted to permit their relative bodilyv movement in two planes sulistantially at right angles to each other.

2. A hoisting mechanismas claimed in claim l iu which l,the means for moving the plunger on its guide comprises an elongated screw operatively engaging the plunger in telcscoping relation.

3. A hoisting mechanism as claimed in claim l in which the-connecting means between the plunger and I`crosshead is also adapted to permit their relative swinging inovencntiu one of the two planes-of their relative bodily movement.

4. In a hoisting mechanism for elevating the pivotallv mounted body of a dump truck,

the combination of an elongated plpnger; a

`guide therefor adapted .to be 'mounted on th/e.

chassis frame of the truck; means for moving` the plunger on its guide'T ay crosshead; a guide for S'aid crosshead 'adapted to be moimtedon the said chassis Kframe; means adapted tol transmit the movement of the crosshead to the body of thetruck; aiid con necting means between the plungerand crosshead .having a laterally sliding engagement with lthe plunger and a vertically moving anti-friction engagementwitl'i the crosshead.

5. A hoisting mechanism as claimed in claim 4 in which the connecting means be` tween the plunger and crosshead has also a pivotal engagement with the crosshead permPiDtting relative swinging of the plunger and In testimony GoRDoN n PENNINsToNi 

